Method for sharing and receiving vehicle fuel quality alerts

ABSTRACT

Methods and systems are provided for a vehicle wirelessly communicating with a central server. In one example, a method may include monitoring faults and sending engine conditions along with driver inputs to the central server for processing.

FIELD

The present description relates generally to methods and systems formonitoring vehicle conditions, relaying information to a remote locationfor processing, and/or adjusting operating parameters based oninstructions from the remote location.

BACKGROUND/SUMMARY

More sophisticated vehicle condition management is realized with theaddition of computers and other electronic components to vehiclesystems. However, even with the addition computers, vehicle maintenanceis often reactive. In such an example, a vehicle technician may be thefirst to receive and process data measured by the computer duringvehicle activity. Alternatively, with the ubiquity of internet and otherwireless connectivity systems, vehicle computers may relay informationsensed during vehicle activity to a central server for processing.

In one example, a plurality of information related to a vehicle faultmay be provided to the central server. However, portions of theinformation may be ambiguous and/or irrelevant to the central server.Thus, as recognized by the inventors herein, processing the informationand determining what portions of the information are useful may bedifficult, time consuming, and expensive.

Other attempts to address providing vehicle information to a remotelocation include providing vehicle information during a fault code. Oneexample approach is shown by Allemang et al. in U.S. 20120041637.Therein, vehicle information is sent to a remote data storage center inresponse to a fault code. The information may be used to construct arepair plan to address the fault code of the vehicle.

However, the inventors herein have recognized potential issues with suchsystems. Often the operator may be taking actions that are at the rootof the particular issue being diagnosed, and/or creating situations inwhich the vehicle restricts its performance to avoid degradation. Forexample, rapid tip-outs in direct injection engine systems may oftencreate over-pressure situations, but only under certain situations. Asanother example, rapid tip-ins may create over-pressure situations dueto a fuel injector pump working at an increased capacity (e.g., fullcapacity).

In one example, the issues described above may be addressed by a methodcomprising sending information from a vehicle to an off-board dataanalysis system central server in response to a fuel system pressureexceeding a threshold fuel system pressure and receiving processed datafrom the data analysis system identifying a set of operating conditionsduring which to display coaching instructions to the operator to reducefuel system overpressure instances. The set of operating conditions mayidentify a combination of parameters, which when detected duringsubsequent vehicle operation concurrently occurring, one or moreselected coaching conditions are displayed responsive thereto. The setof operating conditions may also provide a set of partial conditions,which when detected with other predetermined conditions, one or moreselected coaching conditions are displayed responsive thereto. In thisway, the operator may be notified and/or coached to reduce inputs, suchas rapid tip-outs, only under those conditions where such tip-outs maycause fuel system over-pressure.

As one example, the fuel system pressure exceeding the threshold fuelsystem pressure increases a likelihood of the fuel system becomingdegraded. Sending information includes wirelessly sending theinformation to the off-board data analysis system from a controller withcomputer-readable instructions for sending fault data of a vehicle tothe off-board data analysis system in response to a fault, and comparingone or more engine conditions accompanying the fault of the vehicle toengine conditions of other vehicles experiencing the same fault. Themethod may further include monitoring a fuel tank fill-up anddetermining if the fuel tank fill-up quality is lower than a thresholdquality (e.g., the fill-up is bad). If the fill-up is bad, theninformation regarding the fill-up is sent to the central server. Theinformation may include a location of the fill-up. The central servermay alert vehicle operators near the location requesting a fuel tankfill-up that the location has provided bad fuel and to fill-upelsewhere. The method may further include monitoring an engine start todetermine engine start faults and results thereof. In this way, themethod may mitigate and/or prevent future engine start faults bymonitoring ambient and/or engine conditions promoting the faults andadjusting engine start conditions accordingly. The method will bedescribed in greater detail below.

It should be understood that the summary above is provided to introducein simplified form a selection of concepts that are further described inthe detailed description. It is not meant to identify key or essentialfeatures of the claimed subject matter, the scope of which is defineduniquely by the claims that follow the detailed description.Furthermore, the claimed subject matter is not limited toimplementations that solve any disadvantages noted above or in any partof this disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a single cylinder of an engine.

FIG. 2 shows a high-level flow chart.

FIG. 3 shows a sub-routine for monitoring a fuel fill-up.

FIG. 4 shows a sub-routine for monitoring an engine start.

FIG. 5A shows a sub-routine for monitoring fuel injections.

FIG. 5B shows a method for adjusting engine operating parameters inresponse to a derate.

FIG. 5C shows a method for adjusting engine operating parameters inresponse to a fuel system pressure.

FIG. 5D shows a method for adjusting engine operating parameters inresponse to a filter regeneration post-injection.

FIG. 6 shows a method for determining vehicle tampering.

FIG. 7 shows a method for monitoring emergency braking.

DETAILED DESCRIPTION

The following description relates to systems and methods for relayingvehicle conditions to a central server. Fueling faults and other systemdegradations are monitored and sent to the central server along with aplethora of accompanying conditions. The central server analyzes thedata and compares it to data received from other similar vehicles (e.g.,similar make, model, and/or mileage, etc.). The central server may alertthe driver if the driver's behavior is degrading the vehicle, providingcoaching tips to improve driving behavior. The central server mayfurther alert the driver of system degradations and suggest to thedriver to submit the vehicle to a maintenance shop.

The vehicle may comprise an engine with at least a cylinder having aplurality of sensors for monitoring engine conditions as shown inFIG. 1. A high-level flow chart depicting a routine for determining anengine operating conditions is shown in FIG. 2. A sub-routine formonitoring a fuel tank fill-up is shown in FIG. 3. A differentsub-routine for monitoring an engine start is shown in FIG. 4. Anotherdifferent sub-routine for monitoring engine conditions during enginespinning events is shown in FIGS. 5A, 5B, 5C, and 5D. A method formonitoring vehicle tampering is shown in FIG. 6. A method for monitoringpanic braking and adjusting autonomous braking based on the panicbraking is shown in FIG. 7.

Continuing to FIG. 1, a schematic diagram showing one cylinder of amulti-cylinder engine 10 in an engine system 100, which may be includedin a propulsion system of a vehicle, is shown. The engine 10 may becontrolled at least partially by a control system including a controller12 and by input from a vehicle operator 132 via an input device 130. Inthis example, the input device 130 includes an accelerator pedal and apedal position sensor 134 for generating a proportional pedal positionsignal. A combustion chamber 30 of the engine 10 may include a cylinderformed by cylinder walls 32 with a piston 36 positioned therein. Thepiston 36 may be coupled to a crankshaft 40 so that reciprocating motionof the piston is translated into rotational motion of the crankshaft.The crankshaft 40 may be coupled to at least one drive wheel of avehicle via an intermediate transmission system. Further, a startermotor may be coupled to the crankshaft 40 via a flywheel to enable astarting operation of the engine 10.

The combustion chamber 30 may receive intake air from an intake manifold44 via an intake passage 42 and may exhaust combustion gases via anexhaust passage 48. The intake manifold 44 and the exhaust passage 48can selectively communicate with the combustion chamber 30 viarespective intake valve 52 and exhaust valve 54. In some examples, thecombustion chamber 30 may include two or more intake valves and/or twoor more exhaust valves.

The engine 10 may be a turbocharged engine comprising a compressormechanically coupled to a turbine. Alternatively, the engine 10 may besupercharged, wherein a compressor is powered by an electric machine(e.g., a battery). A blade of the turbine may spin as exhaust gas flowsthrough the turbine, which in turn may drive the compressor. An enginepower output may increase by compressing (e.g., increasing a density of)intake air flowing through the compressor to the engine. In someexamples, a charge air cooler may be located between the compressor andthe engine. The charge air cooler may cool the compressed intake air,which further increases the density of the charge air, therebyincreasing a power output of the engine.

In this example, the intake valve 52 and exhaust valve 54 may becontrolled by cam actuation via respective cam actuation systems 51 and53. The cam actuation systems 51 and 53 may each include one or morecams and may utilize one or more of cam profile switching (CPS),variable cam timing (VCT), variable valve timing (VVT), and/or variablevalve lift (VVL) systems that may be operated by the controller 12 tovary valve operation. The position of the intake valve 52 and exhaustvalve 54 may be determined by position sensors 55 and 57, respectively.In alternative examples, the intake valve 52 and/or exhaust valve 54 maybe controlled by electric valve actuation. For example, the cylinder 30may alternatively include an intake valve controlled via electric valveactuation and an exhaust valve controlled via cam actuation includingCPS and/or VCT systems.

A fuel injector 69 is shown coupled directly to combustion chamber 30for injecting fuel directly therein in proportion to the pulse width ofa signal received from the controller 12. In this manner, the fuelinjector 69 provides what is known as direct injection of fuel into thecombustion chamber 30. The fuel injector may be mounted in the side ofthe combustion chamber or in the top of the combustion chamber, forexample. Fuel may be delivered to the fuel injector 69 by a fuel system(not shown) including a fuel tank, a fuel pump, and a fuel rail. In someexamples, the combustion chamber 30 may alternatively or additionallyinclude a fuel injector arranged in the intake manifold 44 in aconfiguration that provides what is known as port injection of fuel intothe intake port upstream of the combustion chamber 30.

Spark is provided to combustion chamber 30 via spark plug 66. Theignition system may further comprise an ignition coil (not shown) forincreasing voltage supplied to spark plug 66. In other examples, such asa diesel, spark plug 66 may be omitted.

The intake passage 42 may include a throttle 62 having a throttle plate64. In this particular example, the position of throttle plate 64 may bevaried by the controller 12 via a signal provided to an electric motoror actuator included with the throttle 62, a configuration that iscommonly referred to as electronic throttle control (ETC). In thismanner, the throttle 62 may be operated to vary the intake air providedto the combustion chamber 30 among other engine cylinders. The positionof the throttle plate 64 may be provided to the controller 12 by athrottle position signal. The intake passage 42 may include a mass airflow sensor 120 and a manifold air pressure sensor 122 for sensing anamount of air entering engine 10.

An exhaust gas sensor 126 is shown coupled to the exhaust passage 48upstream of an emission control device 70 according to a direction ofexhaust flow. The sensor 126 may be any suitable sensor for providing anindication of exhaust gas air-fuel ratio such as a linear oxygen sensoror UEGO (universal or wide-range exhaust gas oxygen), a two-state oxygensensor or EGO, a HEGO (heated EGO), a NO_(x), HC, or CO sensor. In oneexample, upstream exhaust gas sensor 126 is a UEGO configured to provideoutput, such as a voltage signal, that is proportional to the amount ofoxygen present in the exhaust. Controller 12 converts oxygen sensoroutput into exhaust gas air-fuel ratio via an oxygen sensor transferfunction.

The emission control device 70 is shown arranged along the exhaustpassage 48 downstream of the exhaust gas sensor 126. The device 70 maybe a three way catalyst (TWC), NO_(x) trap, diesel oxidation catalyst(DOC), selective catalytic reduction (SCR) device, particulate filter(PF), various other emission control devices, or combinations thereof.In some examples, during operation of the engine 10, the emissioncontrol device 70 may be periodically reset by operating at least onecylinder of the engine within a particular air-fuel ratio.

An exhaust gas recirculation (EGR) system 140 may route a desiredportion of exhaust gas from the exhaust passage 48 to the intakemanifold 44 via an EGR passage 152. The amount of EGR provided to theintake manifold 44 may be varied by the controller 12 via an EGR valve144. Under some conditions, the EGR system 140 may be used to regulatethe temperature of the air-fuel mixture within the combustion chamber,thus providing a method of controlling the timing of ignition duringsome combustion modes.

The controller 12 is shown as a microcomputer, including amicroprocessor unit 102, input/output ports 104, an electronic storagemedium for executable programs and calibration values shown as read onlymemory chip 106 (e.g., non-transitory memory) in this particularexample, random access memory 108, keep alive memory 110, and a databus. The controller 12 may receive various signals from sensors coupledto the engine 10, in addition to those signals previously discussed,including measurement of inducted mass air flow (MAF) from the mass airflow sensor 120; engine coolant temperature (ECT) from a temperaturesensor 112 coupled to a cooling sleeve 114; an engine position signalfrom a Hall effect sensor 118 (or other type) sensing a position ofcrankshaft 40; throttle position from a throttle position sensor 65; andmanifold absolute pressure (MAP) signal from the sensor 122. An enginespeed signal may be generated by the controller 12 from crankshaftposition sensor 118. Manifold pressure signal also provides anindication of vacuum, or pressure, in the intake manifold 44. Note thatvarious combinations of the above sensors may be used, such as a MAFsensor without a MAP sensor, or vice versa. During engine operation,engine torque may be inferred from the output of MAP sensor 122 andengine speed. Further, this sensor, along with the detected enginespeed, may be a basis for estimating charge (including air) inductedinto the cylinder. In one example, the crankshaft position sensor 118,which is also used as an engine speed sensor, may produce apredetermined number of equally spaced pulses every revolution of thecrankshaft.

The storage medium read-only memory 106 can be programmed with computerreadable data representing non-transitory instructions executable by theprocessor 102 for performing the methods described below as well asother variants that are anticipated but not specifically listed.

The controller 12 is wirelessly (e.g., via internet) connected to acentral server 190, where the controller 12 provides feedback based oninformation relayed to the controller 12 from the sensors describedabove (e.g., crankshaft position sensor 118, mass air flow sensor 120,temperature sensor 112, exhaust gas sensor 126, etc). In one example,the controller 12 provides fuel injection information to the centralserver 190 in response to a regeneration of the aftertreatment device70. The fuel injection information may be determined based on ameasurement of exhaust gas via exhaust gas sensor 126. Additionally, thefuel injection information may be estimated based on a commanded fuelinjection volume sent to a fuel injector pump from the controller 12.The central server 190 may signal to the controller 12 to adjust one ormore operating parameters in response to feedback information processedby the central server 190. As an example, the central server 190 signalsto the controller 12 to adjust engine fueling during an engine startbased on a battery state of charge. An engine start counter may be usedto estimate the battery state of charge. In this way, the controller 12and the central server 190 may communicate wirelessly to monitor engineconditions and/or faults and improve engine operation based on thefeedback. Additionally or alternatively, the central server 190 maycommunicate with controllers of other vehicles. In this way, othervehicles may benefit from the above determined adjustments used to avoidfaults without experiencing the faults themselves.

As will be appreciated by someone skilled in the art, the specificroutines described below in the flowcharts may represent one or more ofany number of processing strategies such as event driven,interrupt-driven, multi-tasking, multi-threading, and the like. As such,various acts or functions illustrated may be performed in the sequenceillustrated, in parallel, or in some cases omitted. Like, the order ofprocessing is not necessarily required to achieve the features andadvantages, but is provided for ease of illustration and description.Although not explicitly illustrated, one or more of the illustrated actsor functions may be repeatedly performed depending on the particularstrategy being used. Further, these Figures graphically represent codeto be programmed into the computer readable storage medium in controller12 to be carried out by the controller in combination with the enginehardware, as illustrated in FIG. 1.

FIG. 2 shows a high-level flow chart depicting a method 200 formonitoring a plurality of engine conditions and proceeding to a varietyof sub-routines based on the monitored engine conditions. Instructionsfor carrying out method 200 and the sub-routines and other methodsincluded herein may be executed by a controller (e.g., controller 12 ofFIG. 1) based on instructions stored on a memory of the controller andin conjunction with signals received from sensors of the engine system,such as the sensors described above with reference to FIG. 1. Thecontroller may employ engine actuators of the engine system to adjustengine operation, according to the methods described below.

Method 200 begins at 202, where the method 200 determines, estimates,and/or measures current engine operating parameters. Current engineoperating parameters may include one or more of vehicle miles driven,fuel-tank fill level, fuel dilution, GPS location, ambient temperature,engine temperature, engine speed, vehicle speed, fuel system pressure,fueling errors, engine load, and air/fuel ratio. This list is notexhaustive and other operating parameters may be monitored at 202.

At 204, the method 200 includes determining if a fuel tank fill-up isoccurring. The fuel tank fill-up may be occurring if the engine is offand a fuel tank sensor measures that fuel is flowing into the fuel tank.In some examples, if the engine is not off but the fuel tank sensormeasures fuel entering the fuel tank, then a controller (e.g.,controller 12 as shown in FIG. 1) may signal to turn-off the enginewhile simultaneously signaling to prevent fuel flow to the engine.During the fuel tank fill-up, new fuel is provided to the fuel tank froma source outside of the vehicle. If the fuel tank fill-up is occurring,then the method 200 proceeds to 302 of sub-routine 300, as describedbelow in FIG. 3. If the fuel-tank fill-up is not occurring (e.g., fuelis not being delivered to the fuel tank from a fuel source outside ofthe vehicle), then the method 200 proceeds to 206.

At 206, the method 200 includes determining if an engine start isoccurring. The engine-start may be occurring if an engine start demandhas taken place, which includes an operator actuating a key ordepressing a button. Alternatively, an engine start may be occurring ifan engine speed is zero and begins to increase toward a target enginespeed, as will be described below. Thus, an engine start may beoccurring if the engine speed is between zero and the target engineidling speed responsive to a start request. If the engine-start isoccurring, then the method 200 proceeds to 402 of sub-routine 400, aswill be described below in FIG. 4. If the engine-start is not occurring(e.g., vehicle off or engine spinning), then the method 200 proceeds to208.

At 208, the method 200 includes determining if the engine is spinning.The engine may be in idle or in an engine load greater than idle (e.g.,low, mid, or high loads). If the engine is spinning, then the method 200proceeds to 502 of sub-routine 500, as will be described below in FIG.5A. If the engine is not spinning, then the method 200 proceeds to 210to maintain current vehicle operating parameters. As such, the enginemay be off and the fuel tank fill-up is not occurring. Additionally, nofeedback may be provided to the central server at 210 since nooperations and/or degradations are occurring.

Turning now to FIG. 3, it shows sub-routine 300 for monitoring the fueltank fill-up. As described above, sub-routine 300 is initiated when themethod 200 determines a fuel tank fill-up is occurring at 204 of FIG. 2.

In one example, the sub-routine 300 comprises determining a compositionof fuel newly added to a fuel tank, storing a location where the newfuel was received and marking the location if the new fuel quality islower than a threshold quality, sending the stored location to a centralserver, and receiving an alert from the central server of otherlocations where fuel quality is lower than the threshold quality, theother locations provided by other vehicles to the central server. Thethreshold quality may be substantially equal (e.g., ±5%) to manufacturerspecifications. The alert is delivered via text, email, voice call, andin-vehicle messaging system. To avoid a fill-up with fuel lower than athreshold quality, the central server may alert a vehicle operator torefuel at a nearest fueling station providing fuel above the thresholdquality if a distance between the nearest fueling station and a nextfueling station, providing fuel above the threshold quality, is greaterthan a driving distance based on a current amount of fuel in thevehicle. The sub-routine 300 may further include adjusting engineoperating parameters based on the new fuel quality being lower than thethreshold quality. The adjusting may include decreasing EGR flow,increasing fuel injection pressure, advancing an injection timing,increasing an injection quantity, and decreasing an air/fuel ratio. Theinjection may include one or more of a primary (e.g., pilot) injectionand a post-injection (e.g., injection following compression strokeand/or ignition). Marking the location may further include displaying amessage to not refuel at a fueling location that previously providedfuel lower than the threshold quality.

Sub-routine 300 begins at 302, which includes determining an amount offuel in the fuel tank prior to the fuel tank fill-up event. In oneexample, the amount of fuel may be determined as a percentage. Thepercentage may be calculated based on feedback from a volume (e.g., fuellevel sensor) and/or mass sensor coupled to an interior of the fueltank. Alternatively, the percentage may be estimated based on a numberof miles driven since a previous fuel tank fill-up. In this way, themiles driven along with altitude changes, auxiliary components beingactivated (e.g., A/C active), drag and/or resistance, and other factorsaltering miles driven per gallon may be used to determine thepercentage.

At 304, the sub-routine 300 determines an amount of fuel in the fueltank following the fuel tank fill-up event. Additionally oralternatively, an amount of fuel added to the fuel tank may bedetermined by calculating a difference between the amount of fuel in thefuel tank after the fuel tank fill-up event and the amount of fuel inthe fuel tank before the fuel tank fill-up event.

At 306, the sub-routine 300 increments a fill-up counter by one. Assuch, a total number of fill-ups may be tracked during a lifespan of thevehicle. Additionally or alternatively, the fill-up counter may measurea total amount of fuel added to the fuel tank. As such, a number offill-ups and an amount of fuel added to the fuel tank may be measuredduring a lifespan of a vehicle.

At 308, the sub-routine 300 includes determining miles per gallonbetween fill-ups. This may be calculated by comparing a number of milesdriven to an amount of fuel consumed since the previous fuel tankfill-up event and the current fuel tank fill-up event.

In one example, a current miles per gallon between fill-ups may becompared to a previous miles per gallon between fill-ups. Alternatively,the current miles per gallon between fill-ups may be compared to anaverage of all the previous miles per gallon between fill-ups. On theother hand, the current miles per gallon between fill-ups may becompared to an estimated miles per gallon tracked by an odometer. If thecurrent miles per gallon between fill-ups is a threshold difference lessthan the average or the previous miles per gallon between fill-ups, thena controller (e.g., controller 12 of FIG. 1) may inform a centralserver. Additionally or alternatively, the central server may beinformed of a miles per gallon decrease in response to the current milesper gallon being less than the average or previous miles per gallon fora threshold number of successive times. For example, if the currentmiles per gallon is less than the average or previous miles per gallonafter three consecutive fill-up events, then the central database may benotified of the decrease in miles per gallon. The central server maysignal to the controller to inform the vehicle owner via a prompt on avehicle infotainment system that the vehicle is driving fewer miles pergallon than expected and that vehicle servicing may be desired.Additionally or alternatively, the central server may signal to thecontroller to adjust engine operating conditions in response to thedegradation. In one example, adjusting engine operating conditionsincludes the controller signaling to reduce cabin cooling by adjustingactuators of an air/conditioning unit and/or fan to flow less air into avehicle cabin.

In some examples, additionally or alternatively, fuel economy forethanol or biodiesel content, which could be obtained either fromestimations based on the exhaust sensor and/or in-cylinder pressuresensor (ICPS) or from information provided from the fuel pump may beused to adjust miles per gallon between fill-ups. In this way, thecurrent miles per gallon may be adjusted to account for ethanol and/orbiodiesel in the fuel. As one example, the adjusting includes increasethe current miles per gallon as the ethanol and/or biodiesel content inthe fuel increases. Fuel economy may further be adjusted by accountingfor fuel quality, where fuel quality may include an octane rating, watercontent, concentration contaminants, etc.

At 310, the sub-routine 300 includes determining a location of thevehicle. This may further include determining an address of a fuelstation at which the vehicle received fuel from the current fuel tankfill-up. The location may be determined via GPS, phone, navigationsystem, etc. In one example, the phone may be wirelessly connected(e.g., Bluetooth) to the vehicle. As such, the vehicle may request acurrent location from the phone without a user input and/or action.

At 312, the sub-routine 300 determines an air/fuel ratio during enginefiring events following an engine start event. Events outside the enginestart event include engine firings occurring after a target engine speedis reached and a successful cylinder combustion occurred. The air/fuelratio may be determined by an exhaust gas sensor in an exhaust passagefluidly coupled to an engine. In some examples, the air/fuel ratio maybe based on a fuel quality of the fuel injection determined by the ICPS.As such, the air/fuel ratio may decrease (e.g., more rich) as an octanerating of the injected fuel increases.

At 314, the sub-routine 300 includes sending the information gatheredabove along with a vehicle identification number (VIN) to the centralserver (e.g., central server 190 shown in FIG. 1). The central servermay store, analyze, and process the data. In one example, this mayinclude comparing the data received from the vehicle to data receivedfrom other similar vehicles (e.g., model, age, mileage, location, usage,etc.). Furthermore, the data may be compared to similar vehicles insimilar conditions (e.g., cold-weather, altitude, rain, etc.). As anexample, a vehicle in Portland, Oreg. may be compared to a vehicle inDetroit, Mich. if weather and other external conditions (e.g., altitude)are similar.

At 316, the sub-routine 300 includes determining if the fuel batch fromthe current fuel tank fill-up is bad. The fuel may be bad if it does notmeet vehicle specifications (e.g., too dilute, too rich, etc.)Additionally or alternatively, the fuel batch may be bad if it is thewrong type of fuel (e.g., diesel in a spark ignited vehicle). The fuelcomposition may be measured by a fuel composition sensor which maydetect amounts of different constituents in the fuel. As an example, thecontroller may determine if the newly added fuel batch is bad bycomparing a composition of the fuel in the fuel tank prior to and afterthe fuel tank fill-up to a threshold fuel composition. Alternatively,the fuel sensor may be located in a portion of the fuel tank such thatit may measure a composition of incoming fuel prior to it combining withfuel already in the fuel tank. As such, the fuel sensor may directlydetermine if the incoming fuel is lower than the threshold quality(herein referred to as bad fuel). Additionally or alternatively, acomposition of the fuel batch from the current fuel tank fill-up may bedetermined via an in-cylinder pressure sensor (ICPS), indicated meaneffective pressure (IMEP), combustion phasing, peak pressure rise rate,peak pressure location, peak pressure rise location, and/or othersuitable means.

If the fuel composition, of fuel entering the fuel tank or of fuel inthe fuel tank after fill-up, is substantially similar (e.g., within 95%)to the threshold fuel composition, then the sub-routine 300 proceeds tomaintain current engine operating parameters and does not send anotification to the driver at 318.

If the fuel composition is not equal to the threshold fuel composition,then the sub-routine 300 proceeds to send a notification to the driverat 320. This may include the controller sending a message to the drivervia text, email, phone call, and/or an updated display on a vehicleinfotainment system. The method may further include memorizing thelocations in which the vehicle received bad fuel. In one example, wherea driver is operating the vehicle and requests a navigation system tolocate one or more gas stations for a fuel tank fill-up, the controllermay flag locations where the vehicle has received bad fuel.Alternatively, the controller may not display these locations inresponse to the request to locate gas stations. In some examples, thecentral server may notify other vehicles when within a threshold range(e.g., 50 miles) of locations providing bad fuel. In this way, a vehicleoperator may avoid fueling stations with bad fuel. Additionally oralternatively, the sub-routine 300 may further include determining ifthe fuel composition deviation from a desired fuel composition maydegrade the engine. If the bad fuel batch is capable of degrading theengine, then the sub-routine 300 may include adjusting engineoperations, where the adjusting may include applying derates, limittorque, providing driving coaching tips, signal for help, provide a listof contacts (e.g., towing company, cab, etc.).

In some examples, if the fuel station is in a remote location and thevehicle is demanding fuel due to a volume of fuel in the fuel tank beinglow, then the controller may alert the driver of the bad fuel along witha distance between the fuel station and a nearest fuel station on adesignated travel path. For example, a driver may input a destinationinto a navigation system. While driving, the vehicle may deplete thefuel in the fuel tank, and thus, demand fuel. The vehicle operator mayapproach a fuel station known to the central server to provide bad fuel.In one example, the central server may signal to the controller todisplay and/or send an alert to the vehicle operator (e.g., indicating“Fuel station is bad. Consider filling fuel tank at a differentlocation.”) notifying them of the bad fuel along with a list of otherfueling station nearest to a current location and deviating the leastfrom a current travel path. As another example, the controller maypredict when the fuel tank will demand fuel and notify the vehicleoperator to perform a fuel tank fill-up prior to the demand to avoidfilling at a fuel station providing bad fuel. In this way, the vehicleoperator is near a fuel station providing acceptable fuel and does nothave sufficient fuel to drive to the next nearest fuel station providingacceptable fuel. As such, the controller may avoid bad fueling stationsby measuring a mileage remaining, based on fuel in the fuel tank, andfrom information regarding fuel quality at fuel stations from thecentral server.

Turning now to FIG. 4, it shows sub-routine 400 for monitoring an enginestart. As described above, sub-routine 400 is initiated when the method200 determines an engine start is occurring at 206 of FIG. 2. At 402,the sub-routine 400 includes determining ambient conditions. Ambientconditions may be determined via one or more of a weather feature of thenavigation system, a temperature sensor, a humidity sensor, a pressuresensor, and other sensors suitable for determining ambient conditions.

At 404, the sub-routine 400 includes determining an engine startduration. The engine start duration may be a period of time from when anengine start is activated (e.g., ignition key turned or buttondepressed) to when the engine reaches a target engine speed, where thetarget engine speed may be substantially equal to an engine speed atidle. Additionally or alternatively, the start duration may be measuredfrom a start request to a first combustion. In some embodiments,additionally or alternatively, the engine start duration may be measuredvia an ICPS.

At 406, the sub-routine 400 proceeds to determine if bad fuel is presentin the fuel tank. 406 of sub-routine 400 is substantially similar to 316of sub-routine 300. As such, if the fuel is bad, then the sub-routine400 proceeds to send information to the central server at 408. Theinformation may include that bad fuel is present in the fuel tank forthe engine start and the information may deviate from engine starts withacceptable fuel. At 410, the sub-routine 400 includes adjusting engineoperating conditions. As an example, the central server may signal tothe controller to determine an amount of bad fuel left in the fuel tank,estimate an amount of miles the vehicle may drive on the bad fuel, andto adjust future engine starts and engine operating conditions for aduration that the fuel tank comprises bad fuel. As another example, thecontroller may signal an actuator of a fuel injector to inject more fuelduring engine starts with bad fuel compared to engine starts withacceptable (e.g., good) fuel.

If bad fuel is not present at 406, then the sub-routine 400 proceeds todetermine if the engine start duration is less than a threshold startduration at 412. The threshold start duration may be a dynamic thresholdpartially dependent on ambient conditions. As an example, the thresholdstart duration may have a fixed value of five seconds, wherein differentambient conditions may add or subtract to the fixed value to generatethe threshold start duration. Cold ambient conditions, humidity, wind,altitude, etc. may add to the fixed value. Hot ambient conditions, lowaltitude, dry conditions, etc. may subtract from the fixed value. Inthis way, ambient conditions negatively impacting engine starts mayincrease the threshold start duration, whereas ambient conditionspositively impacting engine start may decrease the threshold startduration.

If the engine start duration is less than the threshold start duration,then the engine has achieved its first combustion and reached the targetengine speed within the threshold start duration (e.g., 5 seconds). Insome examples where the vehicle is a hybrid vehicle and the engine startduration is less than the threshold start duration, then the engine hasalso met a driver torque demand along with meeting the target enginespeed and achieving a first combustion.

At 414, the sub-routine 400 includes incrementing an engine startcounter by one. The counter may tally a total number of completed enginestarts.

At 416, the sub-routine 400 includes monitoring and/or estimating astate of charge of a vehicle battery. This may include decreasing anestimate of the state of charge in proportion to a length of the enginestart duration. That is to say, a longer engine start duration maydecrease the estimate of the state of charge more than a shorter enginestart duration.

Additionally or alternatively, the central server may provideinformation predicting a condition of vehicle components based oninformation from other, similar vehicle regarding engine starts countsand vehicle maintenance. For example, if the counter reaches a count(e.g., 1000) where a significant number of other vehicles haveexperienced component degradation (e.g., fuel injector degraded), thenthe central server may signal to the controller to alert the vehicleoperator to seek routine maintenance to ensure at risk components arenot degraded.

If the engine start duration is greater than the threshold startduration, then the engine failed to complete one or more of a firstcombustion, reaching the target engine speed, and meeting the drivertorque demand within the threshold start duration, and the sub-routine400 proceeds to 418. In one example, the vehicle may achieve a firstcombustion without reaching the target engine speed within the thresholdstart duration.

At 418, the sub-routine 400 includes sending information to the centralserver regarding a crank position at start at 420, engine speed, spark,and fuel signals at 422, time lapse between start request and firstcombustion at 424, ambient temperature, humidity, engine coolanttemperature (ECT), and engine oil temperature (EOT) at 426, time lapsesince a last oil change at 428, fuel type at 430, and VIN and vehiclemileage at 432.

The central server may analyze the information received and compare theparameters of the current failed engine start to parameters of previousfailed engine starts. If one parameter is continuously below a thresholdlevel, then the central server may signal to the controller to alert thedriver that maintenance is demanded. For example, if an engine coolanttemperature (ECT) is less than a threshold coolant temperature at theengine start, then the controller may adjust one or more engineoperating parameters during engine start to compensate for the ECT notwarming up properly. As an example, the controller may adjust engineactuators to direct a greater amount of engine coolant toward a heatexchanger before flowing the coolant to the engine compared to coolantflow in previous engine starts. The controller may also alert the driverthat maintenance of the engine coolant system is desired.

Following sending information to the central server, the sub-routine 400proceeds to increment the engine start counter by one (similar to 414described above). The sub-routine 400 then proceeds to monitor and/orestimate a state of charge of the vehicle battery (similar to 416). Inone example, the estimate of the state of charge of the vehicle batteryfollowing a failed engine start (e.g., engine start time greater thanthe threshold start time) may result in a greater estimated decrease ofthe state of charge compared to a successful engine start (e.g., enginestart time less than the threshold start time). Thus, more battery lifeis consumed during a failed engine start than a successful engine startin some examples.

In one example, if the battery state of charge decreases to a state ofcharge less than a threshold state of charge, the controller may promptthe infotainment system to display a message to the vehicle operatorthat replacement of the battery is desired. Alternatively, email, text,voice call, and other methods of communication may be used to alert thevehicle operator of the degraded battery. Additionally, the controllermay adjust future engine operating parameters to prolong a life of thebattery (e.g., limit air conditioning, limit engine load, etc.).

In some examples, a sub-routine may comprise comparing a fuel systempressure to a threshold fuel system pressure and displaying tailoredcoaching tips to a vehicle operator in response to the comparison. Thecomparison may include an instance where the fuel system pressure to thethreshold fuel system pressure and where a counter counts the number ofinstances. The counting is further adjusted based on a duration of timethe fuel system pressure exceeds the threshold fuel system pressure, andwhere the count is increased more when the duration of time increases.The sub-routine may further comprise timing the comparison when the fuelsystem pressure exceeds the threshold fuel system pressure, and sendinginformation to a central server based on vehicle operator inputsincreasing a duration of the fuel system pressure exceeding thethreshold fuel system pressure. The displaying tailored coaching tips tothe vehicle operator may include displaying the coaching tips on anin-vehicle messaging system when a number of instances exceeds athreshold count. The coaching tips are tailored based on the comparisonduring a tip-out or a tip-in. Coaching tips in response to thecomparison during the tip-out include instructing a vehicle operator totip-out more slowly. Coaching tips in response to the comparison duringthe tip-in include instructing a vehicle operator to tip-in more slowly.Turning now to FIG. 5A, it shows sub-routine 500 for monitoring a fuelinjection and/or fuel system. As described above, sub-routine 500 isinitiated when the method 200 determines that an engine is spinning(e.g., engine start is completed) at 208 of FIG. 2.

At 502, the sub-routine 500 includes monitoring cylinder fueling, whichmay be conducted based on feedback from an ICPS. This may furtherinclude monitoring primary fuel injections, post-combustion fuelinjections, fuel injection pressure, fuel injection timing, fueldispersion, in-cylinder mixing, and fuel impingement onto cylinderwalls. In some examples, additionally or alternatively, the monitoringcylinder fueling may include data from a commanded fuel injection, asdescribed above.

At 504, the sub-routine 500 includes determining if a fuel injectionamount is less than a demanded amount. The fuel injection amount may beestimated based on an air/fuel ratio. Additionally or alternatively, thefuel injection amount may be estimated based on an in-cylinder pressure,in-cylinder temperature, in-cylinder hydrocarbon sensor, ICPS, IMEP,injector sensor, and other suitable means for determining a fuelinjection amount. If the fuel injection amount is less than the demandedamount, then the sub-routine 500 proceeds to 512 of FIG. 5B describedbelow.

If the fuel injection amount is not less than the demanded amount, thenthe sub-routine 500 proceeds to 506 to determine if a fuel systempressure is greater than a threshold pressure. The fuel system pressuremay be determined based on feedback provided from a pressure sensor inthe fuel system to the controller. In some examples, additionally oralternatively, the fuel system pressure may be estimated by the ICPS,where the fuel system pressure is estimated based on an in-cylinderpressure, which may increase as an injection pressure increases. Theinjection pressure is proportional to the fuel system pressure, in oneexample. If the fuel system pressure is greater than a threshold fuelsystem pressure, then the sub-routine 500 proceeds to 538 of FIG. 5C.

If the fuel system pressure is not greater than the threshold pressure,then the sub-routine 500 proceeds to determine if a PF regenerationpost-injection is occurring at 508. PF regeneration post-injection maybe occurring if an amount of fuel injected into the cylinder is greaterthan a demanded amount of fuel. This may include a secondary injectionafter the primary injection. If the PF regeneration post-injection isoccurring, then the sub-routine 500 proceeds to 548 of FIG. 5D. If thePF regeneration post-injection is not occurring, then the sub-routine500 proceeds to 510 to maintain current engine operating parameters andcontinue to monitor fueling conditions.

Turning now to FIG. 5B, it includes a portion of sub-routine 500 formonitoring engine derates. Sub-routine 500 proceeds to 512 afterdetermining, at 504 of FIG. 5A, a fuel injection is less than thedemanded injection. At 512, the sub-routine 500 includes determining ifa derate is occurring. The derate may be a self-imposed (e.g.,automatic) fueling limitation generated by the vehicle engine controlsystem functioning to protect one or more engine components. As anexample, the controller signals an actuator of the fuel injector toinject less fuel than is demanded, thereby, reducing a power output ofthe engine, even if the operator and/or other engine torque requesterare requesting greater fuel injection for increased power output. Whenfuel demands are lower than the maximum allowed by the deratingoperation, then no further modifications to the control signals areimposed by the controller (e.g., a derate may not be applied). In oneexample, the derate may be in response to a coolant temperature beinggreater than an upper threshold coolant temperature. In this way, thederate may prevent overheating of the coolant, which in turn may preventdegradation of one or more engine components.

If a derate is not occurring, then the sub-routine 500 proceeds to 514where the fuel injector is determined to be degraded. In one example,the fuel injector may be plugged (e.g., clogged) or the actuator of thefuel injector may be degraded such that it cannot draw the commandedamount of fuel. At 516, the sub-routine 500 proceeds to indicate adegradation of the injection, which may include turning on an indicatorlamp at 518. The indication may further include a text message, email,phone call, and/or alert displayed onto the infotainment system. Theindication may alert a vehicle operator to seek vehicle maintenance(e.g., indicating “Fuel injector degraded. Maintenance desired.”). Theindication may further display that one or more fuel injectors aredegraded.

As an example, the controller may adjust fuel injector operations basedon the degradation. As such, the controller may signal an actuator ofthe fuel injector to inject an amount of fuel greater than the demandedamount of fuel during future fuel injections. In this way, thedegradation, which includes the fuel injector injecting less than thedemanded amount of fuel, may be corrected by injecting a greater amountof fuel than the demanded amount.

If a derate is occurring, then the sub-routine proceeds to 520 to sendinformation to the central server regarding engine speed at 522, engineload at 524, GPS location at 526, engine position (e.g., crank position,crank speed, etc.) at 528, engine operating parameters at 530, air massflow at 532, and exhaust manifold pressure at 534.

The central server may analyze the information received to determinewhich circumstances promote derates. The central server may inform thecontroller of the determined circumstances promoting derates so that thecontroller may adjust engine operating parameters during futureoperations including those circumstances to limit the occurrence ofderates, as an example.

At 536, the sub-routine 500 includes adapting hardware based on derateinformation provided to reduce occurrence of future derates.

For example, derates may occur when an ambient temperature is high(e.g., greater than or equal to 100° F. (37° C.)) and an engine load ishigh to prevent and/or mitigate an overheating of engine componentsand/or engine coolant. However, the controller may determine alikelihood of degradation during high ambient temperatures and highengine load and override the derate (e.g., prevent the derate fromoccurring and inject the demanded amount of fuel) if the likelihood ofdegradation is less than a threshold likelihood (e.g., less than 1%). Inthis way, a driver demand may be met while a degradation likely does notoccur in undesired circumstances. This can be done intelligently basedon information from the field for many similar vehicles have the sameengine configuration and a similar drive profile (e.g., average enginespeed, average distance of each trip, geographic location, etc.).

As an example, there may be certain limits that can only be exceeded fora limited period of time over the vehicle life without creatingdurability issues (e.g. 50 hours at extremely high fuel injectionpressure). A vehicle operator could be informed via in-vehiclecommunication (e.g., alert on the infotainment system) that it may bepossible to avoid a derate for a limited period of time. If the driverchoses to do so, the engine could operate over normal limits to avoid ormitigate the derate time. The controller may track the time under whichthe vehicle has operated in that way and send the accumulated time withthe VIN to the central server. If they chose not to operate this waywhen prompted, the derate would be invoked. When the maximum totalnumber of hours under extreme conditions is reached, the derate would beinvoked and the driver/owner could be informed that such operation isnot possible again unless certain components are replaced.

Turning now to FIG. 5C, it shows a portion of sub-routine 500 formonitoring a fuel system pressure. Sub-routine 500 proceeds to incrementa count of the fuel system exceeding a threshold fuel system pressure byone at 538 after determining a fuel system pressure is greater than thethreshold fuel system pressure at 506 of FIG. 5A. The threshold fuelsystem pressure may be a fixed number based on a pressure capable ofdegrading the fuel system. If a fuel system pressure does not exceed thethreshold fuel system pressure, then a likelihood of the fuel systemdegrading is relatively low or substantially zero. However, if the fuelsystem pressure exceeds the threshold fuel system pressure, a longevityof the fuel system may be compromised or a likelihood of degrading thefuel system may increase and/or be relatively high.

As an example, as the count increases (e.g., a number of instances wherethe fuel system pressure has exceeded the infinite life threshold), thelikelihood of degradation may proportionally increase as the countincreases. As such, the likelihood for the fuel system to degrade isgreater when the count is 10 compared to when the count is less than 10(e.g., five). In some examples, additionally or alternatively, the countmay be adjusted based on an amount of time the fuel system exceeds thethreshold fuel system pressure. For example, a first instance where thefuel system is greater than the infinite life threshold for one minuteincreases the count more than a second instance where the fuel system isgreater than the infinite life threshold for five seconds. In this way,the sub-routine may account for a greater likelihood of fuel systemdegradation by adjusting the count based on an amount of time the fuelsystem exceeds the threshold fuel system pressure. Additionally oralternatively, a magnitude of the fuel system pressure exceeding theinfinite life threshold such that a greater magnitude may result inincreasing the count more than a lesser magnitude. For example, if athird instance includes the fuel system exceeding the infinite lifethreshold by 20 Pascals and a fourth instance includes the fuel systemexceeding the infinite life threshold by 100 Pascals, then the fourthinstance increases the count five times more than the third instance.

At 539, the sub-routine 500 includes determining if the count is greaterthan a threshold count, where the threshold count is based on a countcorresponding to maintenance and/or replacement of the fuel system beingdesired. If the count is greater than the threshold count, then thesub-routine 500 proceeds to 541 to alert the driver that maintenanceand/or replacement is desired. The alert may be via text message, email,in-vehicle messaging system (e.g., display on an infotainment system),and/or a phone call. Following 541 the sub-routine 500 may proceed to540. Similarly, if the count is less than the threshold count, thesub-routine 500 may proceed to 540.

At 540, the sub-routine 500 compares the count to the vehicle mileage tocreate a vehicle profile. The vehicle profile is sent to the centralserver, where the vehicle profile is compared to other vehicle profilesat 542. The vehicle profiles may include repair and/or warranty data.This may allow the central server to predict and/or determine whichvehicle profiles may desire future repairs.

At 544, the sub-routine 500 alerts the driver if their driving behavioris detrimental to a life of the vehicle. The operator's driving behaviormay be compared to other similar vehicles in a similar region todetermine if the vehicle operator's driving behavior is the cause of thehigh fuel system pressures. If the two driving behaviors are disparate,with a first driving behavior leading to fuel system pressures beinggreater than the infinite life threshold and the other not, then theoperator's driving behavior may be detrimental to the life of thevehicle.

At 546, the sub-routine 500 applies a protection derate to decrease thelikelihood of degradation to the fuel system in response to undesireddriving behaviors causing the fuel system pressure to exceed theinfinite life threshold. In one example, the derate may be applied toduring lower fuel injection pressure and lower fuel quantity engineconditions, during a tip-in, until the controller adjusts to avoidovershooting a commanded fuel injection.

In one example, the central server analyzes the data and may determinethat the fuel system pressure is exceeding the threshold fuel systempressure due to driver behavior. The central server may alert thecontroller and provide the controller with a coaching tips for improvingthe driver's driving behavior. For example, a fuel system pressure mayexceed the threshold fuel system pressure during a rapid tip-outfollowing a tip-in due to the fuel system pressure not decreasing asrapidly as in-cylinder pressure. In this way, the fuel injector maycontinue to deliver fuel to the cylinder after the cylinder no longerdemands fuel. The fuel system pressure may exceed the threshold fuelsystem pressure as the controller adjusts to the new commanded fuelinjection conditions. As such, the controller may provide prompts toassist a driver in learning to tip-out more slowly, at least duringparticular operating conditions meeting specific criteria as disclosedherein. It will be appreciated that other driving behaviors may lead tofuel system pressures being greater than the threshold fuel systempressure. For example, an aggressive tip-in from a low engine load mayresult in high fuel system pressure spikes as the fuel system pressurerapidly increase from a low pressure to a high pressure. Additionally oralternatively, the driving behavior tips may be catered to currentengine operating parameters that coincide with fuel system pressuresexceeding the threshold fuel system pressure. For example, driving tipsduring a cold-start may be different than driving tips during a highengine load in high ambient temperatures, with no tip-out coachingduring cold starts but providing tip-out coaching (e.g., indicating“please release the pedal more slowly under driving situations like thepresent ones”) in response to warmed-up engine conditions and engineload less than a threshold). As such, the coaching tips may be dependenton engine operating conditions and ambient conditions.

As another example, in response to the fuel system pressure exceedingthe threshold fuel system pressure, the controller may present coachingtips to increase engine life (e.g., indicating “depress pedal part-wayand hold for several seconds before depressing further”). The coachingtips in response to the aggressive tip-in may further include presentingoptional controls to aid the driver (e.g., indicating “would you like tocontroller to automatically manage acceleration to avoid operation thatwill limit the life of the engine?”). If the driver selects yes, thenthe controller may automatically adjust tip-ins to mitigate and/orprevent fuel system pressures exceeding the threshold fuel systempressure. However, the controller may further monitor if an emergencyand/or panic tip-in is occurring based on monitoring driver behavior(e.g., tip-in more aggressive than previous tip-ins), vehiclesurroundings (e.g., vehicle cameras sensing nearby objects and/orpossible collisions), and other tactics for identifying emergency and/orpanic tip-in. If the tip-in is an emergency and/or panic tip-in, thenthe coaching tip may not be automatically applied and the tip-in is notadjusted. Following the emergency and/or panic tip-in, the controllermay notify the driver of such behavior and alert the driver thatdepressing the pedal more slowly may prolong an engine longevity (e.g.,indicating “rate of pedal change indicated an emergency tip-in and thatdepressing the pedal more slowly may increase an engine longevity”).

Further, the central server may identify situations in which to providecoaching to reduce tip-out rate and situations in which there is nodesire to coach the operator (e.g., because rapid tip-outs areacceptable). Such situations may include a set of operating parametersprovided to the vehicle, such as fuel temperature, engine temperature,engine load ranges, etc. Some examples where coaching tips may not beprompted may include a tip-in during an engine load above a thresholdupper load (e.g., a high load), a tip-out during an engine load lessthan a threshold lower load (e.g., a low load), and during conditionswhere a fuel system pressure reacts quickly to changes in demandedcylinder fueling.

Still further, the coaching tips may be tailored based on driverbehaviors contributing to fuel system pressures exceeding the infinitelife threshold. For example, a driver aggressively tipping-in mayreceive different coaching tips than a driver tipping-out too quickly.Additionally or alternatively, emergency and/or panic tip-ins mayreceive different coaching tips than the driver aggressively tipping-in.

Turning now to FIG. 5D, it shows a portion of sub-routine 500 formonitoring PF regeneration post-injection. The sub-routine 500 sendsinformation to the central server at 548 regarding the pedal position at550, total injection at 552, post-injection quantity at 554, fueltemperature at 556, fuel rail pressure at 558, and active derates at560.

At 562, the sub-routine 500 defines a worst case fuel pump scenariobased on the provided information. The central server may analyze thereceived information and determine which conditions promote a worst casefuel pump scenario. Conditions during a worst case fuel pump scenario(e.g., circumstance where a fuel pump capacity is limited and/ordecreased) may include high fuel temperature, high post injection, andno derates.

As an example, the central server may update derate information based oninformation measured by the controller. The central server may signalthe controller to make derates less restriction based (e.g., occur morefrequently compared to prior to the update) to decrease a number ofoccurrences of worst case fuel pump scenarios. In one example, near fuelpump limits may occur if a target fuel rail pressure was not achieved orsustained or if torque producing injection quantity was limited toachieve target fuel rail pressure. If neither of the two scenarios aremet, but a total commanded fuel quantity is above an upper thresholdfuel limit, then a worst case fuel pump scenario may be active. As such,the upper threshold fuel limit may be based on fuel quantitiescorresponding to worse case fuel pump scenarios.

Turning now to FIG. 6, it shows a method 600 for determining vehicletampering. In one example, if vehicle tampering is detected, then themethod 600 may void a vehicle warranty.

The method 600 begins at 602 and determines, estimates, and/or measurescurrent engine operating parameters. 602 may be substantially similar to202 of method 200 of FIG. 2.

At 604, the method 600 includes determining if a fuel pump is injectingmore than an upper threshold fuel amount. Fuel injections greater thanthe upper threshold fuel amount may lead to degradation of enginecomponents, including but not limited to, a spark plug, fuel injector,cylinder walls, piston, and other components. In one example, a pistondegradation may include the piston cracking due to the fuel injectionexceeding the upper threshold fuel amount. If the fuel pump is notinjecting over the upper threshold fuel amount, then the method 600proceeds to 606 to maintain current engine operating parameters and doesnot send information to the central server.

If the fuel pump is injecting fuel quantities greater than the upperthreshold fuel amount, then the method 600 proceeds to 608 and signalsto the central server that the fuel pump is pumping more fuel than theupper threshold fuel amount.

At 609, the method 600 includes determining if standard components aredetected. Standard components may include a stock fuel injector and/or acontroller that has not been reprogrammed to increase a fuel injectionamount. Otherwise, tampering may have occurred. Tampering may includemodifying a controller and/or the fuel injector to increase a fuelinjecting quantity, thereby increasing an engine power output. In oneexample, the fuel injector injecting more fuel than the upper thresholdfuel amount is associated with a VIN of the vehicle. The fuel injectormay be compared to other fuel injectors also injecting more fuel thanthe upper threshold fuel amount. Additionally, engine conditions of thedifferent vehicles may be compared to determine any discrepanciesbetween the vehicles. If there are discrepancies, and the discrepanciescorrespond to known tampering conditions, then tampering may haveoccurred (e.g., standard components not detected) and the method 600proceeds to 614 to void a warranty due to vehicle tampering.

If stock components are detected and vehicle tampering has not occurred,then the method 600 proceeds to 610 to alert the driver that maintenanceis desired. At 612, the method 600 includes adjusting engine operatingparameters based on the fuel pumping injecting more fuel than the upperthreshold fuel amount. In one example, the adjusting may includeapplying derates to the degraded fuel injector until maintenance isreceived. In this way, degradation of vehicle components may bemitigated and/or prevented until maintenance is received.

Turning now to FIG. 7, it shows a method 700 for monitoring panicbraking and adjusting autonomous braking based on panic braking results.

The method 700 begins at 702, where the method 700 determines,estimates, and/or measures current engine operating parameters. 702 issubstantially similar to 602 of FIG. 6 or 202 of FIG. 2. However, 702may be different in that it also measures if a brake pedal is beingdepressed. This may be monitored by a brake pedal position sensor and/ora vacuum level of a brake booster. The vacuum level may decrease inresponse to the brake pedal being depressed.

At 704, the method 700 includes determining if a panic brake hasoccurred. If a vehicle speed decreases faster than a threshold brakerate, then a panic brake may have occurred. The threshold brake rate maybe a speed over time (e.g., 10 MPH/second). If the vehicle speeddecreased by 20 MPH/second, then a panic brake occurred. Alternatively,the panic brake may occur if the brake pedal is aggressively depressed,as determined by a brake pedal sensor, or if vacuum is consumed at arate greater than a threshold vacuum consumption rate. If a panic brakeis not occurring, then the method 700 proceeds to 706 to maintaincurrent engine operating parameters and does not send data to thecentral server.

If a panic brake has occurred, then the method 700 proceeds to 708 tomeasure the distance between the vehicle and the object. Additionally oralternatively, a change in distance may be calculated by measuring aninitial distance prior to the panic braking and a final distance afterthe panic braking. In some examples, the distance may be a distancebetween the vehicle and an object right before the panic braking isinitiated.

At 710, the method 700 calculates the amount of distance needed tobrake, using a panic (e.g., aggressive) brake, to prevent a collision.

At 712, the method 700 includes determining a difference between thedistance needed and the distance prior to the panic brake beinginitiated.

At 714, the method 700 includes sending the above information to thecentral server. The central server may receive and compare panic brakinginformation from a plurality of different vehicles. In one example, thecentral server compared panic braking between vehicles under similarambient conditions. For example, vehicles panic braking in rain arecompared to other vehicles panic braking in rain and are not compared tovehicles panic braking in dry weather conditions. Additionally oralternatively, panic braking may be compared for vehicles traveling atsimilar speeds prior to the panic braking. For example, a vehicletraveling at 55 miles per hour prior to a panic brake may be compared toother vehicles traveling between a range of 50-60 miles per hour priorto a panic brake and are not compared to vehicle traveling outside ofthe range.

At 716, the method 700 includes adjusting an autonomous brake scheduleaccording to average vehicle operator brake reaction. The averagevehicle operator brake reactions may be determined by the central servercomparing panic braking from different vehicle operators. The adjustingmay further include ambient conditions such that autonomous panicbraking during wet conditions may be different to autonomous panicbraking during dry ambient conditions. In one example, autonomous panicbraking during wet conditions may occur with a greater distance betweenthe vehicle and the object compared to panic braking during dry ambientconditions.

In this way, a plurality of vehicle conditions may be measured andrelayed to a central server for analysis. The central server may comparethe information received to information received from other similarvehicles in similar conditions. If a deviation is found between the twosets of information and the deviation is determined to be a detrimentalfactor to one or more vehicle operating conditions, then the centralserver may signal a controller of the vehicle to alert a driver. Thetechnical effect of sending vehicle conditions to the central serverduring or outside of a vehicle fault is to process the information andalert the driver of a likelihood of an impending component degradation.Thus, degradation of the component may be decreased and/or prevented,thereby expanding the lifetime of the vehicle along with decreasing amaintenance cost.

Note that the example control and estimation routines included hereincan be used with various engine and/or vehicle system configurations.The control methods and routines disclosed herein may be stored asexecutable instructions in non-transitory memory and may be carried outby the control system including the controller in combination with thevarious sensors, actuators, and other engine hardware. The specificroutines described herein may represent one or more of any number ofprocessing strategies such as event-driven, interrupt-driven,multi-tasking, multi-threading, and the like. As such, various actions,operations, and/or functions illustrated may be performed in thesequence illustrated, in parallel, or in some cases omitted. Likewise,the order of processing is not necessarily required to achieve thefeatures and advantages of the example embodiments described herein, butis provided for ease of illustration and description. One or more of theillustrated actions, operations, and/or functions may be repeatedlyperformed depending on the particular strategy being used. Further, thedescribed actions, operations and/or functions may graphically representcode to be programmed into non-transitory memory of the computerreadable storage medium in the engine control system, where thedescribed actions are carried out by executing the instructions in asystem including the various engine hardware components in combinationwith the electronic controller.

It will be appreciated that the configurations and routines disclosedherein are exemplary in nature, and that these specific embodiments arenot to be considered in a limiting sense, because numerous variationsare possible. For example, the above technology can be applied to V-6,I-4, I-6, V-12, opposed 4, and other engine types. The subject matter ofthe present disclosure includes all novel and non-obvious combinationsand sub-combinations of the various systems and configurations, andother features, functions, and/or properties disclosed herein.

The following claims particularly point out certain combinations andsub-combinations regarded as novel and non-obvious. These claims mayrefer to “an” element or “a first” element or the equivalent thereof.Such claims should be understood to include incorporation of one or moresuch elements, neither requiring nor excluding two or more suchelements. Other combinations and sub-combinations of the disclosedfeatures, functions, elements, and/or properties may be claimed throughamendment of the present claims or through presentation of new claims inthis or a related application. Such claims, whether broader, narrower,equal, or different in scope to the original claims, also are regardedas included within the subject matter of the present disclosure.

1. A method comprising: sending information from a vehicle to anoff-board data analysis system in response to a sensed fuel systempressure exceeding a threshold fuel system pressure; receiving processeddata from the off-board data analysis system identifying a set ofoperating conditions during which to display coaching instructions to anoperator to reduce fuel system overpressure instances.
 2. The method ofclaim 1, wherein the sensed fuel system pressure exceeding the thresholdfuel system pressure increases a likelihood of the fuel system becomingdegraded.
 3. The method of claim 1, wherein sending information includeswirelessly sending the information to the off-board data analysis systemfrom a controller with computer-readable instructions for: sending faultdata of the vehicle to the off-board data analysis system in response toa fault, and comparing one or more engine conditions accompanying thefault of the vehicle to engine conditions of other vehicles experiencingthe same fault.
 4. The method of claim 1, wherein displaying thecoaching instructions includes using an in-vehicle messaging system forcommunicating with the operator, and where the coaching instructionsinform the operator of driving behaviors increasing a likelihood offaults.
 5. The method of claim 4, wherein the in-vehicle messagingsystem includes an infotainment system, a navigation system, or a GPS.6. A method for an engine comprising: comparing a fuel system pressureto a threshold fuel system pressure and displaying tailored coachingtips to a vehicle operator in response to the comparison.
 7. The methodfor the engine of claim 6, wherein displaying tailored coaching tips tothe vehicle operator includes displaying the coaching tips on anin-vehicle messaging system.
 8. The method for the engine of claim 6,further comprising a counter counting a number of incidents where thecomparison includes the fuel system pressure exceeding the thresholdfuel system pressure, and where tailored coaching tips are displayed inresponse to the counter exceeding a threshold count.
 9. The method forthe engine of claim 8, wherein the counter counts a duration the fuelsystem pressure exceeds the threshold fuel system pressure.
 10. Themethod for the engine of claim 9, wherein the counter increases as theduration increases.
 11. The method for the engine of claim 6, whereinthe coaching tips are tailored based on the comparison during a tip-outor a tip-in.
 12. The method for the engine of claim 11, wherein thetailored coaching tips displayed in response to the comparison duringthe tip-out include instructing the vehicle operator to tip-out moreslowly.
 13. The method for the engine of claim 11, wherein the tailoredcoaching tips displayed in response to the comparison during the tip-ininclude instructing the vehicle operator to tip-in more slowly.
 14. Themethod for the engine of claim 6, further comprising timing a durationand measuring a magnitude of the fuel system pressure exceeding thethreshold fuel system pressure, and sending information to a centralserver regarding vehicle operator inputs and vehicle conditions. 15-20.(canceled)